WO2012049754A1 - Control device for vehicle driving system - Google Patents
Control device for vehicle driving system Download PDFInfo
- Publication number
- WO2012049754A1 WO2012049754A1 PCT/JP2010/068058 JP2010068058W WO2012049754A1 WO 2012049754 A1 WO2012049754 A1 WO 2012049754A1 JP 2010068058 W JP2010068058 W JP 2010068058W WO 2012049754 A1 WO2012049754 A1 WO 2012049754A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engine
- electric motor
- vehicle
- fuel cut
- torque
- Prior art date
Links
- 239000000446 fuel Substances 0.000 claims abstract description 173
- 230000001133 acceleration Effects 0.000 claims abstract description 66
- 230000005540 biological transmission Effects 0.000 claims description 92
- 239000012530 fluid Substances 0.000 claims description 14
- 230000006866 deterioration Effects 0.000 description 14
- 230000000994 depressogenic effect Effects 0.000 description 11
- 238000000034 method Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 11
- 238000010586 diagram Methods 0.000 description 9
- 230000006870 function Effects 0.000 description 9
- 230000008859 change Effects 0.000 description 8
- 230000008878 coupling Effects 0.000 description 6
- 238000010168 coupling process Methods 0.000 description 6
- 238000005859 coupling reaction Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 6
- 239000003921 oil Substances 0.000 description 5
- 101150027764 TECR gene Proteins 0.000 description 4
- 230000006872 improvement Effects 0.000 description 4
- 239000000969 carrier Substances 0.000 description 3
- 230000007935 neutral effect Effects 0.000 description 3
- 102000010838 rac1 GTP Binding Protein Human genes 0.000 description 3
- 108010062302 rac1 GTP Binding Protein Proteins 0.000 description 3
- 239000010720 hydraulic oil Substances 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000003321 amplification Effects 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 230000007659 motor function Effects 0.000 description 1
- 238000003199 nucleic acid amplification method Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0614—Position of fuel or air injector
- B60W2510/0623—Fuel flow rate
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
- B60W2510/0647—Coasting condition
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
- B60W2510/0652—Speed change rate
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
Definitions
- the present invention relates to control for suppressing deterioration of fuel consumption in a vehicle drive device including an engine and an electric motor.
- a control device for a vehicle drive device that performs fuel cut to cut off fuel supply to the engine is well known. Yes.
- this is the engine start control device described in Patent Document 1.
- the fuel cut for the engine is stopped when the accelerator pedal is depressed after the brake is released, and the engine is started together with the fuel cut.
- the engine speed is increased when the vehicle starts or accelerates, and the vehicle is accelerated.
- an inertia torque (inertia torque) according to the engine inertia (moment of inertia) and the engine rotation acceleration is required.
- the engine rotation speed can be increased by the output torque of one or both of the engine and the electric motor, but is stored by regenerative operation of the electric motor, etc., rather than consuming the engine fuel and increasing the engine rotation speed. It is considered that it is more advantageous from the viewpoint of improving fuel efficiency to increase the engine rotation speed by consuming a large amount of electric power. That is, it is considered that the vehicle fuel consumption may be deteriorated when the engine rotational speed is increased by the output torque of the engine at the time of starting or accelerating the vehicle. Such a problem is not yet known.
- the present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device that can suppress deterioration of fuel consumption in a vehicle drive device including an engine and an electric motor. It is to provide a control device.
- the gist of the present invention is (a) a control device for a vehicle drive device including an electric motor connected to a power transmission path between an engine and drive wheels, b) When accelerating the vehicle, fuel cut electric motor drive control is performed in which the rotational speed of the engine is increased by the driving force of the electric motor and fuel supply to the engine is cut off.
- the fuel consumption is a travel distance per unit fuel consumption
- a reduction in fuel consumption means that the travel distance per unit fuel consumption is shortened, or the fuel consumption rate of the entire vehicle is increased.
- the acceleration operation of the vehicle since the start of the vehicle is acceleration from a vehicle speed of zero, the acceleration operation of the vehicle includes an acceleration operation when the vehicle starts.
- the maximum drive torque that can be output during the fuel cut motor drive control estimated based on the maximum output torque of the motor is larger than the required drive torque required by the driver.
- the fuel cut electric motor drive control is executed. In this way, it is possible to avoid that the driving force of the vehicle is insufficient due to the fuel supply to the engine being cut off by the fuel cut motor drive control, so that the driver does not feel uncomfortable. It is.
- the fuel cut motor drive control is terminated.
- the rotational angular acceleration of the engine can be easily calculated by sequentially detecting the engine rotational speed, so that the end time of the fuel cut motor drive control can be easily determined.
- the vehicle drive device is interposed between the drive wheel, the engine and the electric motor, and between the transmission, the engine and the electric motor.
- a fluid transmission device In this way, the fuel efficiency improvement effect by increasing the engine rotation speed with the electric motor is likely to increase as the change in the engine rotation speed is temporary or abrupt. Since the engine speed is likely to temporarily increase due to slippage of the fluid transmission device, it is possible to more appropriately obtain the effect of suppressing fuel consumption deterioration by executing the fuel cut motor drive control.
- the fluid transmission device includes a lock-up clutch capable of directly connecting the input-side rotation element and the output-side rotation element of the fluid transmission device
- the lock-up clutch is
- the fuel cut motor drive control is executed when the vehicle is in the released state or the slip state.
- the engine speed is likely to rise temporarily when the lockup clutch is in the released state or the slipped state, rather than when it is in the engaged state.
- the effect that deterioration of fuel consumption is suppressed by execution of motor drive control can be obtained more appropriately.
- the vehicle drive device is interposed between the drive wheel, the engine and the electric motor, and between the transmission, the engine and the electric motor.
- a friction engagement device for example, in the hybrid vehicle in which the engine, the electric motor, the friction engagement device, and the transmission are connected in series, the fuel cut electric motor drive control is executed, so that deterioration of fuel consumption can be suppressed. is there.
- the engine, the fluid transmission device, and the electric motor have an axial center parallel to an axial direction of a drive axle that is connected to the drive wheel and rotationally drives the drive wheel. It is arranged.
- the electric motor is operatively connected to the engine or directly connected.
- FIG. 1 is a skeleton diagram for explaining a configuration of a vehicle drive device to which the present invention is preferably applied. It is a figure showing the power transmission path
- FIG. 2 is an operation table for explaining an operation state of engagement elements when a plurality of shift stages (gear stages) are established in the automatic transmission included in the vehicle drive device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the vehicle drive device of FIG. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 4 was equipped.
- FIG. 1 is a skeleton diagram for explaining a configuration of a vehicle drive device to which the present invention is preferably applied. It is a figure showing the power transmission path
- FIG. 2 is an operation table for explaining an operation state of engagement elements when a plurality of shift stages (gear stages) are established in the automatic transmission included
- FIG. 3 is a time chart for explaining an execution period of fuel cut motor drive control executed in the vehicle drive device of FIG. 1, and shows engine rotation speed Ne, turbine rotation speed Nt, and motor rotation speed Nmg when the vehicle starts. It is a time chart.
- FIG. 3 is a time chart for explaining an execution period of fuel cut motor drive control executed in the vehicle drive device of FIG. 1, wherein the engine rotation speed Ne, turbine rotation speed Nt, and motor rotation during acceleration while the vehicle is running are illustrated. It is a time chart of speed Nmg.
- FIG. 5 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 4, that is, a control operation for executing the fuel cut motor drive control.
- 1 is a vehicle drive device to which the present invention different from the vehicle drive device of FIG. 1 is preferably applied, in which an engine, an electric motor, a torque converter, and an automatic transmission are connected in series on one axis.
- the drive device for operation. 1 is a vehicle drive device to which the present invention different from the vehicle drive device of FIG. 1 is preferably applied, in which an engine, an electric motor, a friction engagement device, and an automatic transmission are connected in series on one axis. It is the schematic which illustrated the drive device for vehicles.
- FIG. 1 is a skeleton diagram for explaining the configuration of a vehicle drive device 8 (hereinafter referred to as “drive device 8”) to which the present invention is preferably applied.
- FIG. 2 is a diagram showing a power transmission path from the driving device 8 to the driving wheel 28.
- the automatic transmission 18 and the torque converter 14 and the like are substantially symmetrical with respect to the center line (first axis RC1), and the lower half of the center line is omitted in FIG.
- the first axis RC1 is the rotation axis of the engine 10 and the torque converter 14, and the second axis RC2 is the rotation axis of the electric motor MG.
- the drive device 8 has a transaxle case (T / A case) 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to the vehicle body by bolting or the like. 12, the engine intermittent clutch K0, the torque converter 14, the hydraulic pump 16, and the automatic transmission 18 are provided in order, that is, in series on the first axis RC1 from the engine 10 side. An electric motor MG that is driven to rotate about a second axis RC2 parallel to the center RC1 is provided. Further, as shown in FIG. 2, the drive device 8 includes a counter driven gear 22, a final gear pair 24, and a final gear pair 24 that mesh with an output gear 72 that is an output rotation member of the automatic transmission 18 in the case 12.
- the drive device 8 configured as described above is, for example, placed in front of a front wheel drive, that is, an FF (front engine / front drive) type vehicle 6 and is preferably used for driving the drive wheels 28.
- the power of the engine 10 is transmitted from the crankshaft 32 of the engine 10, that is, from the engine output shaft 32 to the engine intermittent clutch K 0, the torque converter 14, and the automatic transmission when the engine intermittent clutch K 0 is engaged.
- 18, the counter driven gear 22, the final gear pair 24, the differential gear device 26, the pair of drive axles 30 and the like are sequentially transmitted to the pair of drive wheels 28.
- the torque converter 14 is interposed between the automatic transmission 18, the engine 10 and the electric motor MG, and is a fluid transmission device arranged to rotate around the first axis RC 1, and the pump impeller 14 a. And a turbine impeller 14b and a stator impeller 14c.
- the torque converter 14 transmits the driving force input to the pump impeller 14a to the automatic transmission 18 via fluid.
- the pump impeller 14a of the torque converter 14 is connected to the crankshaft 32 of the engine 10 via an engine intermittent clutch K0. That is, the pump impeller 14a is an input-side rotating element that can selectively rotate when the driving force from the engine 10 is input by the engagement / disengagement of the engine intermittent clutch K0 and can rotate about the first axis RC1.
- the turbine impeller 14b is an output-side rotating element of the torque converter 14, and is connected to a transmission input shaft 70 that is an input shaft of the automatic transmission 18 so as not to be relatively rotatable by spline fitting or the like.
- the stator impeller 14 c is connected to the case 12 via a one-way clutch 40. That is, the stator impeller 14 c is connected to the non-rotating member via the one-way clutch 40.
- An input damper 36 is interposed between the engine intermittent clutch K0 and the crankshaft 32 of the engine 10, and the input damper 36 is connected to the pump impeller 14a when the engine intermittent clutch K0 is engaged. Torque is transmitted while absorbing the pulsation of torque between the engine 10 and the engine 10.
- the torque converter 14 includes a lockup clutch 42 and a lockup clutch damper 44.
- the lock-up clutch 42 is a direct coupling clutch interposed between the pump impeller 14a and the turbine impeller 14b and selectively connected to the pump impeller 14a and the turbine impeller 14b, and is engaged by hydraulic control or the like. (Lock-up on state), slip state (lock-up slip state), or release state (lock-up off state). Strictly speaking, when the lockup clutch 42 is engaged, when the lockup clutch 42 is fully engaged, the pump impeller 14a and the turbine impeller 14b rotate integrally around the first axis RC1. It is done.
- the lockup clutch damper 44 has the same function as the input damper 36 described above, and is interposed between the lockup clutch 42 and the turbine impeller 14b.
- the engine interrupting clutch K0 functions as a power interrupting device that interrupts power transmission between the engine 10 and the pump impeller 14a of the torque converter 14.
- the engine interrupting clutch K0 is a wet multi-plate hydraulic friction engagement device in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, and is driven using the hydraulic pressure generated by the hydraulic pump 16 as a source pressure.
- Engagement release control is performed by a hydraulic control circuit 132 included in the device 8.
- the torque capacity capable of transmitting the power of the engine intermittent clutch K0 that is, the engagement force of the engine intermittent clutch K0 is continuously adjusted by adjusting the pressure of the linear solenoid valve or the like in the hydraulic control circuit 132, for example. Can be changed.
- the engine interrupting clutch K0 includes a pair of clutch rotating members (clutch hub and clutch drum) that can rotate relative to each other around the first axis RC1 in the released state, and one of the clutch rotating members (clutch hub) ) Is connected to the crankshaft 32 of the engine 10 so as not to be relatively rotatable, and the other clutch clutch member (clutch drum) is connected to the pump impeller 14a of the torque converter 14 so as not to be relatively rotatable.
- the engine intermittent clutch K0 rotates the pump impeller 14a integrally with the crankshaft 32 of the engine 10 in the engaged state. That is, in the engaged state of the engine intermittent clutch K0, the driving force from the engine 10 is input to the pump impeller 14a.
- the engine intermittent clutch K0 cuts off power transmission between the pump impeller 14a and the engine 10 in the released state.
- the electric motor MG is arranged with a second axis RC2 parallel to the first axis RC1 as a rotation axis, and is a so-called motor generator having a motor function for outputting a driving force and a power generation function for charging the power storage device 46. It is.
- An electric motor output gear 56 is connected to the electric motor output shaft 52 which is an output shaft of the electric motor MG so as not to be relatively rotatable, and the electric motor output gear 56 is connected to the pump impeller 14a of the torque converter 14 so as not to be relatively rotatable.
- the motor coupling gear 58 is meshed with each other. That is, the electric motor MG is connected to the pump impeller 14a and the engine 10 through a gear pair constituted by an electric motor output gear 56 and an electric motor connecting gear 58, and further to the torque converter 14. Is connected to the transmission input shaft 70 via
- the pitch circle diameter of the motor output gear 56 is smaller than the pitch circle diameter of the motor connecting gear 58. That is, since the number of teeth of the motor output gear 56 is smaller than the number of teeth of the motor connecting gear 58, the rotation of the motor MG is decelerated and transmitted to the pump impeller 14a. In other words, the output torque Tmg (hereinafter referred to as “motor torque Tmg”) of the electric motor MG is amplified and transmitted from the electric motor MG to the pump impeller 14a.
- the automatic transmission 18 is a transmission interposed between the drive wheels 28 (see FIG. 2), the engine 10 and the electric motor MG, and the driving force from the engine 10 and the electric motor MG is input via the torque converter 14. Transmission.
- the automatic transmission 18 includes a plurality of hydraulic friction engagement devices (clutch C, brake B), specifically five hydraulic friction engagement devices, and any one of the plurality of hydraulic friction engagement devices.
- This is a transmission in which a plurality of shift stages (gear stages) are selectively established by re-holding. In short, it is a stepped transmission that performs a so-called clutch-to-clutch shift that is often used in general vehicles. As shown in FIG.
- the automatic transmission 18 includes a first transmission unit 62 mainly composed of a single pinion type first planetary gear unit 60, a double pinion type second planetary gear unit 64, and a single pinion.
- the second planetary gear device 66 of the type is a Ravigneaux-type second transmission unit 68 as a main component on the coaxial line (on the first axis RC1), and the rotation of the transmission input shaft 70 is changed.
- the transmission input shaft 70 corresponds to an input member of the automatic transmission 18, and is a turbine shaft that is rotationally driven by the turbine impeller 14b of the torque converter 14 in this embodiment.
- the output gear 72 corresponds to an output member of the automatic transmission 18 and meshes with the counter driven gear 22 (see FIG.
- the first planetary gear device 60 constituting the first transmission unit 62 includes a first sun gear S1, a first pinion gear P1, and a first carrier CA1 that supports the first pinion gear P1 so that it can rotate and revolve.
- the first ring gear R1 meshes with the first sun gear S1 via the first pinion gear P1, and the first sun gear S1, the first carrier CA1, and the first ring gear R1 each constitute three rotational elements.
- the first sun gear S1 is connected to the transmission input shaft 70 and is driven to rotate, and the first ring gear R1 is fixed to the case 12 through the third brake B3 so as not to rotate.
- the first carrier CA1 as the intermediate output member is decelerated and rotated with respect to the transmission input shaft 70.
- the second planetary gear unit 64 constituting the second transmission unit 68 is configured to rotate the second sun gear S2, the second pinion gear P2 and the third pinion gear P3 that mesh with each other, and the pinion gears P2 and P3.
- a second carrier CA2 that is supported so as to be capable of revolving, and a second ring gear R2 that meshes with the second sun gear S2 via pinion gears P2 and P3 are provided.
- the third planetary gear device 66 constituting the second transmission unit 68 includes a third sun gear S3, a third pinion gear P3, and a third carrier CA3 that supports the third pinion gear P3 so that it can rotate and revolve.
- a third ring gear R3 that meshes with the third sun gear S3 via the third pinion gear P3.
- four rotating elements RM1 to RM4 are configured by being partially connected to each other.
- the first rotating element RM1 is configured by the third sun gear S3 of the third planetary gear device 66
- the second ring gear R2 of the second planetary gear device 64 and the third ring gear R3 of the third planetary gear device 66 are combined.
- the second rotating element RM2 is connected to each other, the second carrier CA2 of the second planetary gear device 64 and the third carrier CA3 of the third planetary gear device 66 are connected to each other to form the third rotating element RM3,
- the fourth sun gear S2 of the second planetary gear device 64 constitutes a fourth rotating element RM4.
- the second and third carriers CA2 and CA3 are constituted by a common member, and the second and third ring gears R2 and R3 are a common member.
- the third pinion gear P3 of the third planetary gear device 66 is a Ravigneaux type planetary gear train that also serves as one pinion gear of the second planetary gear device 64.
- the first rotating element RM1 (third sun gear S3) is selectively connected to the transmission input shaft 70 via the first clutch C1.
- the second rotating element RM2 (ring gears R2, R3) is selectively connected to the transmission input shaft 70 via the second clutch C2, and is selectively connected to the case 12 by the second brake B2 to stop the rotation. It is done.
- the fourth rotating element RM4 (second sun gear S2) is integrally connected to the first carrier CA1 of the first planetary gear device 60, and is selectively connected to the case 12 by the first brake B1 and stopped.
- the third rotation element RM3 (carriers CA2, CA3) is integrally connected to the output gear 72 and outputs rotation.
- An engagement element between the second rotation element RM2 and the case 12 is an engagement element that prevents the reverse rotation while allowing the second rotation element RM2 to rotate forward (the same rotation direction as the transmission input shaft 70).
- a direction clutch F1 is provided in parallel with the second brake B2.
- the clutches C1, C2 and the brakes B1, B2, B3 are engaged / released by hydraulic actuators such as wet multi-plate clutches and brakes.
- the hydraulic friction engagement device (hydraulic friction engagement element) is engaged and release-controlled by a hydraulic control circuit 132 included in the drive device 8 using the hydraulic pressure generated by the hydraulic pump 16 as an original pressure.
- the torque capacity that is, the engagement force of each of the clutch C and the brake B is continuously changed, for example, by adjusting the pressure of the linear solenoid valve or the like in the circuit 132. As shown in FIG.
- the input rotational speed Nin is the rotational speed of the transmission input shaft 70
- the output rotational speed Nout is the rotational speed of the output gear 72.
- FIG. 3 is an operation table illustrating operation states of the engagement elements when a plurality of shift stages (gear stages) are established in the automatic transmission 18.
- the automatic transmission 18 corresponds to the combination of any of the rotation states of the first transmission unit 62 and the second transmission unit 68 (sun gears S1 to S3, carriers CA1 to CA3, ring gears R1 to R3).
- Six forward shift stages (forward gear stages) from the first speed gear stage “1st” to the sixth speed gear stage “6th” are established, and the reverse shift stage of the reverse shift stage “R” is established. As shown in FIG.
- the first speed gear stage is established by the engagement of the clutch C1 and the brake B2, and (2) the gear ratio ⁇ is larger than that of the first speed gear stage.
- a small second gear is established by engagement of the first clutch C1 and the first brake B1, and (3) a third gear having a smaller gear ratio ⁇ than the second gear is the first clutch C1.
- a fourth speed gear stage having a gear ratio ⁇ smaller than that of the third speed gear stage is established by engagement of the first clutch C1 and the second clutch C2.
- the fifth speed gear stage having a gear ratio ⁇ smaller than that of the fourth speed gear stage is established by engagement of the second clutch C2 and the third brake B3, and (6) the fifth speed gear stage.
- the sixth speed gear stage having a smaller gear ratio ⁇ than the second clutch C2 And is established by the engagement of the first brake B1. Further, the reverse gear stage is established by the engagement of the second brake B2 and the third brake B3, and the neutral state “N” is established by releasing any of the clutches C1, C2 and the brakes B1 to B3. It is structured. For example, when the shift position P SH of the drive device 8 is the N position or the P position, the automatic transmission 18 is set to the neutral state, so that all of the clutches C1, C2 and the brakes B1 to B3 are released.
- two hydraulic friction engagement devices are engaged in order to achieve a predetermined gear stage, and one of the two hydraulic friction engagement devices is When released, the predetermined gear stage is not established, and the power transmission path in the automatic transmission 18 is released to enter a neutral state.
- the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first speed gear stage “1st”, it is not always necessary to engage the brake B2 when starting (acceleration). Further, as shown in FIG. 3, one or the other of the first clutch C1 and the second clutch C2 is always engaged in any of the forward gears. That is, the engagement of the first clutch C1 or the second clutch C2 is a requirement for achieving the forward gear stage. Therefore, in the present embodiment, the first clutch C1 or the second clutch C2 is a forward clutch (forward clutch). ).
- a hydraulic pump 16 is a mechanical oil pump that generates a source pressure for hydraulic control of a clutch and a brake, and supplies lubricating oil (working oil) such as a ball bearing in the drive device 8. Supply to lubricated part. Since the hydraulic pump 16 is connected to the pump impeller 14a of the torque converter 14, the hydraulic pump 16 is rotationally driven by one or both of the engine 10 and the electric motor MG, for example.
- the engine intermittent clutch K0 is engaged, thereby driving from the engine 10. Force is transmitted to the pump impeller 14a. Further, since the electric motor MG is connected to the pump impeller 14a via the electric motor output gear 56 and the electric motor connecting gear 58, the engine MG is caused to output assist torque as necessary during the engine running. On the other hand, in the case of performing EV traveling (motor traveling) using the electric motor MG as a driving force source for traveling while stopping the engine 10, the engine intermittent clutch K0 is released, whereby the engine 10 and the torque converter 14 are connected. The power transmission path between the two is cut off, and the driving force for traveling is output to the electric motor MG.
- the engine intermittent clutch K0 is released to stop the engine 10, and the electric motor MG drives the hydraulic pump 16 to rotate and creep torque. Is output.
- the engine intermittent clutch K0 is engaged to drive the engine 10, and the engine 10 or the engine 10 and the electric motor MG are driven to rotate the hydraulic pump 16 and output the creep torque.
- this creep torque is output, the driving force from the engine 10 or the electric motor MG is transmitted to the drive wheels 28 via the torque converter 14, so that the creep torque is set so as to suppress the occupant's uncomfortable feeling. Control to output is easy.
- the motor MG is regeneratively operated and the motor MG is caused to generate electric power by the vehicle braking force, and the generated electric power is stored in the power storage device 46 (see FIG. 1) via the inverter 48 (see FIG. 1). ) Is charged.
- the engine intermittent clutch K0 is engaged, and the engine 10 is rotated by the electric motor torque Tmg to start the engine.
- the engine 10 is started during EV traveling.
- an electric motor output obtained by adding an output for starting the engine to an output for traveling the vehicle is output to the electric motor MG.
- FIG. 4 illustrates a signal input to the electronic control device 110 having a function as a control device for controlling the driving device 8 of the present embodiment and a signal output from the electronic control device 110.
- the electronic control unit 110 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance using the temporary storage function of the RAM. Is executed to perform vehicle control such as hybrid drive control for the engine 10 and the electric motor MG, and also has a function as a vehicle engine start control device for starting the engine 10.
- the electronic control device 110 includes a signal from the engine water temperature sensor 112 that represents the engine water temperature TEMP W that is the temperature of the engine cooling water that cools the engine 10 from each sensor and switch as shown in FIG.
- a signal from the motor rotational speed sensor 118, a signal from the engine rotational speed sensor 120 representing the engine rotational speed Ne which is the rotational speed of the engine 10, and a turbine rotational speed Nt which is the rotational speed of the turbine impeller 14b of the torque converter 14 are represented.
- the output gear 7 corresponding to the signal from the turbine rotational speed sensor 122 and the vehicle speed V 2 corresponds to a signal from the vehicle speed sensor 124 representing the rotational speed Nout, a signal from the hydraulic oil temperature sensor 126 representing the hydraulic oil temperature TEMP AT of the automatic transmission 18, a signal representing the foot brake operation, and the driver's required output amount.
- the electronic control device 110 drives a control signal to the engine output control device that controls the engine output, for example, a throttle actuator that operates the throttle valve opening ⁇ TH of the electric throttle valve provided in the intake pipe of the engine 10.
- a signal, a valve command signal for operating a solenoid valve (solenoid valve) included in the hydraulic control circuit 132 to control the hydraulic actuators of the clutch C and the brake B of the automatic transmission 18 are output.
- the electronic control device 110 for example, during engine running, the throttle actuator is driven based on the accelerator opening Acc, the throttle control to increase the throttle valve opening theta TH as the accelerator opening Acc is increased Execute.
- the accelerator opening Acc and the throttle valve opening ⁇ TH correspond in a one-to-one relationship.
- FIG. 5 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 110.
- the electronic control unit 110 includes a lockup clutch control unit 138 as a lockup clutch control unit, a vehicle acceleration determination unit 140 as a vehicle acceleration determination unit, and a lockup clutch operation state determination unit.
- a lockup clutch operating state determination unit 142, a fuel cut availability determination unit 144 as a fuel cut availability determination unit, and a fuel cut motor drive control unit 146 as a fuel cut motor drive control unit are provided.
- the lockup clutch control means 138 uses, for example, a vehicle speed V and an accelerator opening degree Acc as variables, a lockup release region (lockup off region) in which the lockup clutch 42 is released, that is, lockup off, and a lockup clutch 42.
- a slip control operation region (lock-up slip control operation region) in which a slip state, that is, a lock-up slip state, and a lock-up control in which the lock-up clutch 42 is engaged (strictly speaking, a complete engagement state), that is, lock-up on.
- a predetermined relationship (map, lock-up area diagram) is stored by dividing into three areas, that is, an operation area (lock-up on-area).
- the lock-up clutch control means 138 controls switching of the operation state of the lock-up clutch 42 based on the vehicle state indicated by the actual vehicle speed V and the accelerator opening Acc from the lock-up region diagram.
- the lock-up clutch control means 138 is selected from any one of the lock-up release region, the lock-up slip control operation region, and the lock-up control operation region of the lock-up clutch 42 based on the actual vehicle state from the lock-up region diagram.
- a lockup control command signal for switching to the lockup release of the lockup clutch 42 or switching to the lockup slip control operation or the lockup control operation is output to the hydraulic control circuit 132, and the lockup clutch 42 is locked.
- the hydraulic control circuit 132 is made to switch the operating state of the lockup clutch 42 according to the up control command signal.
- the lock-up clutch 42 is locked up (completely engaged) and the pump impeller 14a and the turbine impeller 14b are directly connected to each other. Slip loss (internal loss) is eliminated to improve fuel efficiency.
- slip control (lock-up slip control) is performed by applying a predetermined slight slip between the pump impeller 14a and the turbine impeller 14b. ) Is expanded, the range in which the lock-up clutch 42 operates is expanded, the transmission efficiency of the torque converter 14 is improved, and the fuel efficiency is improved.
- the vehicle acceleration determination means 140 determines whether or not the accelerator pedal 104 has been greatly depressed when the vehicle 6 is started or accelerated, in other words, whether or not the driver has accelerated the vehicle 6.
- the acceleration operation includes an acceleration operation at the start.
- the vehicle acceleration determination means 140 sequentially detects the accelerator opening Acc, and an increase width WAcc of the accelerator opening Acc within a predetermined accelerator opening change determination time TIME AC is determined in advance. It is determined whether or not the increase width determination value WAC1 or more. If the increase width WAcc is equal to or greater than the accelerator opening increase width determination value WAC1, it is determined that the accelerator pedal 104 has been depressed greatly.
- the vehicle acceleration determination means 140 sequentially calculates an accelerator opening increase rate RAcc, which is an increase width per unit time of the accelerator opening Acc, and the accelerator opening increasing rate RAcc is a predetermined accelerator opening increasing rate. It may be determined whether or not the accelerator pedal 104 is greater than or equal to the determination value RAC1, and if the accelerator opening increase rate RAcc is greater than or equal to the accelerator opening increase rate determination value RAC1, it may be determined that the accelerator pedal 104 has been depressed greatly.
- the accelerator opening change determination time TIME AC , the accelerator opening increase determination value WAC1, and the accelerator opening increase rate determination value RAC1 are used to determine whether the vehicle starts or accelerates when the accelerator pedal 104 is depressed. Therefore, it is experimentally determined in advance so that it can be determined whether or not to be realized by fuel cut motor drive control described later.
- the lock-up clutch operation state determination unit 142 determines whether or not the lock-up clutch 42 is in a released state or a slip state. For example, the lock-up clutch operation state determination unit 142 may determine the operation state of the lock-up clutch 42 based on the lock-up control command signal output from the lock-up clutch control unit 138 to the hydraulic control circuit 132. Alternatively, the operating state of the lockup clutch 42 may be determined based on the vehicle state indicated by the actual vehicle speed V and the accelerator opening Acc from the lockup region diagram.
- the fuel cut possibility determination means 144 determines whether or not the required drive torque (driver required torque) Toutd requested by the driver can be output even if fuel cut is performed on the engine 10. Specifically, the fuel cut possibility determination means 144 determines in advance the maximum drive torque that can be output when the fuel cut motor drive control means 146 executes fuel cut motor drive control, which will be described later, as a characteristic of the motor MG. It is estimated on the basis of the maximum output torque Tmgmax (hereinafter referred to as “motor maximum torque Tmgmax”). The maximum drive torque TSoutmax that can be output during the estimated fuel cut motor drive control (hereinafter referred to as the estimated maximum drive torque TSoutmax during fuel cut) is calculated in detail using the following formula (1) and the following formula (2).
- the required drive torque Toutd is, for example, the torque in the output gear 72, and is calculated based on the accelerator opening Acc from a predetermined relationship in which the required drive torque Toutd increases as the accelerator opening Acc increases. Is done.
- the estimated maximum drive torque TSoutmax at the time of fuel cut is calculated using the following formula (1), and the engine cranking torque Tecr in the formula (1) is the cranking necessary for rotating the engine 10 during the fuel cut. Torque, which is calculated using the following formula (2).
- TSoutmax (Tmgmax ⁇ Tecr) ⁇ RT TC ⁇ ⁇ (1)
- Tecr (I EG ⁇ NA EG ) + F EG (2)
- the maximum motor torque Tmgmax is converted into the torque around the first axis RC1 by adding the gear ratio of the gear pair composed of the motor output gear 56 and the motor coupling gear 58 to the Tmgmax in the above formula (1). Things are used.
- ⁇ is the gear ratio of the automatic transmission 18.
- I EG is the moment of inertia around the crankshaft 32 of the engine 10 (engine moment of inertia)
- NA EG is the rotational angular acceleration (unit: rad / s 2 ) of the engine 10
- the engine inertia moment I EG and the engine rotation resistance F EG are obtained experimentally in advance, and are set as constants, for example.
- the engine rotation angular acceleration NA EG and the torque ratio RT TC used in the above equations (1) and (2) are respectively the maximum value of the engine rotation angular acceleration NA EG during the fuel cut motor drive control and the engine rotation angular acceleration.
- the NA EG maximum torque ratio RT TC may be predicted and used, or the engine rotation angular acceleration NA EG and the torque ratio RT TC after a predetermined time from the start of fuel cut motor drive control may be used. It may be predicted and used.
- the engine rotational angular acceleration NA EG and the torque ratio RT TC used in the above formulas (1) and (2) are respectively determined based on, for example, an experimentally determined relationship between the current engine speed Ne, It is obtained based on the turbine rotation speed Nt, the accelerator opening Acc, the rate of change of the accelerator opening Acc, the operating state of the lockup clutch 42, and the like.
- the value at the time of calculation of the equation (1) is used as the gear ratio ⁇ of the automatic transmission 18.
- the fuel cut possibility determination means 144 calculates the estimated maximum drive torque TSoutmax at the time of fuel cut using the above formulas (1) and (2), and calculates the estimated maximum drive torque TSoutmax at the time of fuel cut. It may be sequentially determined whether or not the estimated maximum drive torque TSoutmax at the time of fuel cut is larger than the required drive torque Toutd, but in this embodiment, the accelerator pedal 104 is largely depressed by the vehicle acceleration determination means 140.
- the lock-up clutch operation state determination means 142 determines that the lock-up clutch 42 is in the released state or the slip state, the estimated maximum drive torque TSoutmax at the time of fuel cut is calculated, and at the time of the fuel cut Estimated maximum drive torque TSoutmax is required drive torque It is determined whether or not it is larger than the queue Toutd.
- the fuel cut electric motor drive control means 146 executes fuel cut electric motor drive control for increasing the engine rotational speed Ne by the driving force of the electric motor MG and shutting off the fuel supply to the engine 10 during the acceleration operation of the vehicle 6. Specifically, in consideration of conditions other than the acceleration operation described above, when the fuel cut possibility determination means 144 determines that the estimated maximum drive torque TSoutmax at the time of fuel cut is larger than the required drive torque Toutd, that is, the accelerator pedal 104 Is depressed, the lockup clutch 42 is in the released state or the slip state, and the required drive torque Toutd can be output even after the fuel cut, the fuel cut motor drive control is executed. Thus, the engine speed Ne is increased while the vehicle 6 is accelerated.
- the fuel cut electric motor drive control means 146 engages the engine intermittent clutch K0 to perform the fuel cut electric motor drive control. Execute.
- the fuel cut motor drive control means 146 does not output from the engine 10 in this fuel cut motor drive control, but the fuel supply to the engine 10 is not cut off, that is, the fuel cut is not performed in order to prevent the driver from feeling uncomfortable.
- the motor torque Tmg is controlled so that the same torque as the time is sequentially input to the pump impeller 14a of the torque converter 14. In this way, the fuel cut motor drive control means 146 performs the fuel cut motor drive control in the process of increasing the engine rotational speed Ne.
- the fuel cut motor drive control means 146 The engine rotational angular velocity (unit: rad / s, for example) is sequentially detected by the rotational speed sensor 120, and the engine rotational angular acceleration NAEG is sequentially calculated based on the engine rotational angular velocity.
- the engine rotational angular acceleration NAEG is predetermined. Since exceeding the engine rotational angular acceleration determination value NA1 EG that is, temporarily increases since the engine rotational angular acceleration NA EG is in between until below the engine rotational angular acceleration determination value NA1 EG, the fuel cut electric motor Execute drive control.
- the fuel cut electric motor drive control means 146 when the engine rotational angular acceleration NA EG exceeds the engine rotational angular acceleration determination value NA1 EG in the process of increasing the engine rotational speed Ne during the acceleration operation of the vehicle 6, start the cut motor drive control, to end the fuel cut electric motor drive control when the fuel cut electric motor drive motor rotation angular acceleration NA EG after the execution start of the control is equal to or less than the engine rotational angular acceleration determination value NA1 EG.
- the fuel cut electric motor drive control means 146 determines that the engine rotational angular acceleration NA EG once increased from time t A1 when the engine rotational angular acceleration NA EG exceeds the engine rotational angular acceleration determination value NA1 EG as time elapses. The fuel cut motor drive control is executed until t A2 when the engine rotational angular acceleration determination value NA1 EG is reached.
- vehicle acceleration which is another example. That is, as shown in the time chart of the respective rotational speeds Ne, Nmg, and Nt during acceleration during traveling of the vehicle shown in FIG. 7, the fuel cut motor drive control means 146 determines that the engine rotational angular acceleration NAEG is the engine rotational angular acceleration determination value.
- the fuel cut electric motor drive control means 146 performs the fuel cut on the engine 10 between the time t A1 and time t A2 in FIG. 6 and from time t B1 to time t B2 in FIG. However, during those fuel cut periods (from time t A1 to t A2 in FIG. 6 and time from t B1 to t B2 in FIG. 7), they are input to the pump impeller 14a of the torque converter 14 to drive the drive wheels 28.
- the electric motor MG By causing the electric motor MG to output the engine cranking torque Tecr that sequentially changes in addition to the torque to be increased, the engine rotation speed Ne is changed as in the case where the fuel cut is not performed.
- the driving wheel 28 is driven by the engine 10 and, at the same time, the assist torque from the electric motor MG is tested in advance so that both the fuel efficiency performance and the traveling performance are compatible. Therefore, it is output as appropriate based on the vehicle state indicated by the accelerator opening degree Acc and the vehicle speed V.
- the engine rotation angular acceleration determination value NA1 EG is experimentally determined in advance so as to suppress a sense of incongruity given to the driver and improve fuel consumption. For example, it is set to zero or a positive value close to zero. Yes.
- the engine intermittent clutch K0 is engaged all the time.
- the motor rotation speed Nmg is higher than the engine rotation speed Ne because the motor rotation speed Nmg is decelerated by the gear pair formed by the motor output gear 56 and the motor coupling gear 58. This is because it is transmitted to the pump impeller 14a.
- FIG. 8 is a flowchart for explaining a main part of the control operation of the electronic control unit 110, that is, a control operation for executing the fuel cut motor drive control. For example, an extremely short cycle time of about several msec to several tens msec. Will be executed repeatedly.
- the control operation shown in FIG. 8 is executed alone or in parallel with other control operations.
- step SA1 corresponding to the vehicle acceleration determining means 140 (hereinafter, “step” is omitted), whether or not the accelerator pedal 104 has been greatly depressed, in other words, whether or not the driver has accelerated the vehicle 6. It is determined whether or not. For example, if the increase width WAcc of the accelerator opening Acc within the accelerator opening change determination time TIME AC is equal to or greater than the accelerator opening increase determination value WAC1, it is determined that the accelerator pedal 104 has been depressed greatly. If the determination of SA1 is affirmative, that is, if the accelerator pedal 104 is greatly depressed, the process proceeds to SA2. On the other hand, if the determination at SA1 is negative, the operation goes to SA9.
- SA2 corresponding to the lockup clutch operation state determination means 142, it is determined whether or not the lockup clutch 42 is in the released state or the slip state. If the determination of SA2 is affirmative, that is, if the lock-up clutch 42 is in the released state or the slip state, the process proceeds to SA3. On the other hand, if the determination at SA2 is negative, the operation proceeds to SA9.
- the estimated maximum driving torque TSoutmax at the time of fuel cut is calculated by the formula (1) and the formula (2). After SA3, the process proceeds to SA4.
- SA4 corresponding to the fuel cut possibility determination means 144, it is determined whether or not the fuel cut estimated maximum drive torque TSoutmax calculated in SA3 is larger than the required drive torque Toutd. If the determination at SA4 is affirmative, that is, if the estimated maximum drive torque TSoutmax at the time of fuel cut is larger than the required drive torque Toutd, the process proceeds to SA5. On the other hand, if the determination at SA4 is negative, the operation goes to SA9.
- the electric motor MG is energized and a driving force is generated by the electric motor MG.
- the engine intermittent clutch K0 is in an engaged state, and the electric motor MG does not perform the fuel cut based on the torque input to the pump impeller 14a of the torque converter 14 and the rotational speed of the pump impeller 14a. It is controlled to be the same as the case.
- the electric motor MG in order to control the electric motor MG during the fuel cut, it is necessary to crank the engine 10 with the electric motor torque Tmg. Therefore, the engine that changes sequentially in addition to the torque to be input to the pump impeller 14a.
- the cranking torque Tecr is output to the electric motor MG.
- the engine rotation angular velocity is detected by the engine rotation velocity sensor 120, and the engine rotation angular acceleration NA EG is calculated based on the engine rotation angular velocity.
- the engine rotational angular acceleration NA EG may be detected directly by the acceleration sensor or the like. After SA6, the process proceeds to SA7.
- SA7 it is determined whether or not the engine rotational angular acceleration NA EG calculated in SA6 is larger than the engine rotational angular acceleration determination value NA1 EG . If the determination at SA7 is affirmative, that is, if the engine rotational angular acceleration NA EG is greater than the engine rotational angular acceleration determination value NA1 EG , the process proceeds to SA8. On the other hand, if the determination at SA7 is negative, the operation proceeds to SA9.
- SA8 a fuel cut for the engine 10 is performed. When the fuel cut has already been performed, the fuel cut is continued. After SA8, the process returns to SA5, and the fuel cut electric motor drive control is executed by repeating SA5 to SA8.
- SA9 the fuel cut started in SA8 is terminated. That is, the fuel cut motor drive control is terminated. When the fuel cut has already been completed, the non-execution of the fuel cut continues.
- SA5 to SA9 correspond to the fuel cut motor drive control means 146.
- the fuel cut electric motor drive control means 146 increases the engine rotational speed Ne by the driving force of the electric motor MG and accelerates the fuel supply to the engine 10 during acceleration operation of the vehicle 6. Cut motor drive control is executed. Further, when the engine rotation speed Ne is increased during vehicle acceleration, it is often possible to suppress deterioration in fuel consumption by increasing the engine rotation speed Ne by driving the electric motor rather than by driving the engine. This is because the power storage device 46 is charged if the electric motor MG is regeneratively operated during vehicle traveling, for example, during deceleration. Accordingly, when the engine speed is increased, the fuel supply to the engine is shut off by the fuel cut electric motor drive control, so that deterioration of fuel consumption can be suppressed.
- the fuel cut motor drive control is performed as shown in FIGS. 6 and 7, in which the engine speed Ne when the accelerator pedal 104 is largely depressed and the lockup clutch 42 is in the released state or the slip state is shown in FIGS. Since it is executed when it is likely to rapidly increase, fuel consumption deterioration can be effectively suppressed.
- the maximum drive torque TSoutmax (estimated maximum drive torque TSoutmax at the time of fuel cut) that can be output during the fuel cut motor drive control estimated based on the maximum output torque Tmgmax of the electric motor MG is the request. Whether or not the driving torque Toutd is greater than the driving torque Toutd is determined by the fuel cut possibility determining means 144, and the fuel cut electric motor drive control means 146 is provided on condition that the estimated maximum driving torque TSoutmax at the fuel cut is larger than the required driving torque Toutd. The fuel cut electric motor drive control is executed. Accordingly, it is possible to prevent the driving force of the vehicle 6 from being insufficient due to the fuel cut with respect to the engine in the fuel cut motor drive control, and it is possible to prevent the driver from feeling uncomfortable.
- the fuel cut motor drive control means 146 determines that the engine rotation angular acceleration NA EG becomes equal to or less than the engine rotation angular acceleration determination value NA1 EG after the start of execution of the fuel cut motor drive control.
- the fuel cut motor drive control is terminated. Therefore, the engine rotation angular acceleration NA EG can be easily calculated by sequentially detecting the engine rotation speed Ne, so that the end time of the fuel cut motor drive control can be easily determined.
- the drive device 8 includes the automatic transmission 18 interposed between the drive wheels 28, the engine 10, and the electric motor MG, and the automatic transmission 18, the engine 10, and the electric motor MG. And a torque converter 14 interposed therebetween. Therefore, the inertia torque of the engine 10 increases as the change in the engine speed Ne is temporary or sudden, and the fuel efficiency improvement effect by increasing the engine speed Ne with the electric motor MG is likely to increase. For example, the engine rotational speed Ne easily increases temporarily due to slipping of the torque converter 14 such as when the vehicle is accelerated. Therefore, in the drive device 8 having the torque converter 14, deterioration of fuel consumption is suppressed by executing the fuel cut motor drive control. The effect can be obtained more appropriately.
- the torque converter 14 includes the lockup clutch 42 that can directly connect the pump impeller 14a and the turbine impeller 14b.
- the fuel cut motor drive control means 146 includes the lockup clutch 42. While the fuel cut motor drive control is executed when in the released state or the slip state, the fuel cut motor drive control is not executed when the lockup clutch 42 is in the engaged state. Accordingly, for example, when the vehicle is accelerating, the engine speed Ne is likely to rise temporarily when the lock-up clutch 42 is in the released state or slip state, rather than when it is in the engaged state. The effect that deterioration of fuel consumption is suppressed by execution of drive control can be obtained more appropriately.
- the electric motor MG is disposed on the second axis RC2 different from the rotation axis (first axis RC1) of the engine 10, but as shown in FIG. It may be arranged in series with the engine 10 on the shaft center RC1. If the motor MG and the engine 10 are arranged in series as shown in FIG. 9, the motor rotation speed Nmg matches the engine rotation speed Ne if the engine intermittent clutch K0 is engaged. In the time charts of FIGS. 6 and 7, the motor rotation speed Nmg coincides with the engine rotation speed Ne time chart.
- the drive device 8 includes the torque converter 14.
- a hydraulic clutch or the like that can change the transmission torque capacity by the engagement force, instead of the torque converter 14.
- the friction engagement device 214 may be interposed between the engine 10 and the electric motor MG and the automatic transmission 18.
- a vehicle drive device 208 shown in FIG. 10 includes an automatic transmission 18 interposed between the drive wheels 28, the engine 10 and the electric motor MG, and an intermediary between the automatic transmission 18 and the engine 10 and the electric motor MG.
- the friction engagement device 214 is mounted, and creep torque is generated by slipping the friction engagement device 214, for example.
- the fuel cut motor drive control can be executed even in a hybrid vehicle in which the engine 10, the electric motor MG, the friction engagement device 214, and the automatic transmission 18 are connected in series, and the fuel cut motor drive control is executed. By doing so, it is possible to suppress fuel consumption deterioration in the vehicle drive device 208.
- the vehicle drive device 208 if there is no SA2 in the flowchart of FIG. 8 and the determination of SA1 is affirmed, the process proceeds to SA3.
- the fuel cut motor drive control is executed, the engine intermittent clutch K0 and the friction engagement device 214 are engaged.
- the engine intermittent clutch K0 is provided.
- the engine 10 may be directly connected to the pump impeller 14a of the torque converter 14 without the engine intermittent clutch K0.
- the electric motor MG is operatively connected to the engine 10 or directly connected to the engine 10.
- the fuel cut motor drive control is not executed when the lockup clutch 42 is in the engaged state, which is preferable, but even when the lockup clutch 42 is in the engaged state.
- the fuel cut motor drive control may be executed.
- SA3 and SA4 are provided in the flowchart of FIG. 8, but if SA3 and SA4 are not present and the determination of SA2 is affirmed, a flowchart of moving to SA5 can be considered.
- the required drive torque Toutd compared with the estimated maximum drive torque TSoutmax at the time of fuel cut is the torque in the output gear 72, but the required drive torque Toutd is estimated at the time of fuel cut.
- the torque may be at the same location as the maximum drive torque TSoutmax.
- the torque at the drive wheels 28 may be used.
- the required drive torque Toutd is the torque in the drive wheels 28
- the estimated maximum drive torque TSoutmax at the time of fuel cut is determined by the gear ratio of the final gear pair 24, the gear ratio of the differential gear device 26, and the like. It is necessary to calculate it in consideration.
- the drive device 8 is placed horizontally in the FF type vehicle 6.
- the vehicle 6 may be FR type, and the drive device 8 is placed vertically. Also good.
- the electric motor MG is connected to the pump impeller 14a of the torque converter 14 by a pair of gears constituted by the electric motor output gear 56 and the electric motor connecting gear 58. It is not limited to a simple gear pair, and may be connected to the pump impeller 14a by a transmission belt or a chain.
- the electric motor MG is connected to the pump impeller 14a of the torque converter 14.
- the electric motor MG may be connected to the turbine impeller 14b instead of the pump impeller 14a.
- the lock-up clutch 42 is provided, but the lock-up clutch 42 is not essential.
- the torque converter 14 is used as a fluid transmission device.
- the torque converter 14 is replaced with a fluid coupling such as a fluid coupling that does not have a torque amplification action. There is no problem.
- the torque converter 14 is not provided in the drive device 8 and the engine 10 and the electric motor MG may be connected to the transmission input shaft 70.
- the automatic transmission 18 is a stepped automatic transmission.
- the automatic transmission 18 may be a CVT capable of changing the speed ratio ⁇ steplessly, or may be replaced with a manual transmission.
- a driving device 8 that does not include the automatic transmission 18 is also conceivable. In the configuration in which the driving device 8 does not include the automatic transmission 18, for example, it is not necessary to consider the speed ratio ⁇ in the above formula (1).
- the hydraulic pump 16 is a mechanical oil pump that is rotationally driven by the electric motor MG, but may be an electric oil pump. If the hydraulic pump 16 is an electric oil pump, the hydraulic pump 16 may be provided separately from the first axis RC1, and need not be driven to rotate by the electric motor MG.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
TSoutmax=(Tmgmax-Tecr)×RTTC×γ ・・・(1)
Tecr=(IEG×NAEG)+FEG ・・・(2) The fuel cut possibility determination means 144 determines whether or not the required drive torque (driver required torque) Toutd requested by the driver can be output even if fuel cut is performed on the
TSoutmax = (Tmgmax−Tecr) × RT TC × γ (1)
Tecr = (I EG × NA EG ) + F EG (2)
8,208:駆動装置(車両用駆動装置)
10:エンジン
14:トルクコンバータ(流体伝動装置)
14a:ポンプ翼車(入力側回転要素)
14b:タービン翼車(出力側回転要素)
18:自動変速機(変速機)
28:駆動輪
42:ロックアップクラッチ
110:電子制御装置(制御装置)
214:摩擦係合装置
MG:電動機 6:
10: Engine 14: Torque converter (fluid transmission)
14a: Pump impeller (input side rotating element)
14b: Turbine wheel (output side rotating element)
18: Automatic transmission (transmission)
28: Drive wheel 42: Lock-up clutch 110: Electronic control device (control device)
214: Friction engagement device MG: Electric motor
Claims (6)
- エンジンと駆動輪との間の動力伝達経路に連結された電動機を備えた車両用駆動装置の制御装置であって、
車両の加速操作時には、前記電動機の駆動力で前記エンジンの回転速度を上昇させ且つ該エンジンに対しては燃料供給を遮断するフューエルカット電動機駆動制御を実行する
ことを特徴とする車両用駆動装置の制御装置。 A control device for a vehicle drive device including an electric motor connected to a power transmission path between an engine and a drive wheel,
A fuel-cut electric motor drive control for increasing the rotational speed of the engine with the driving force of the electric motor and shutting off fuel supply to the engine at the time of acceleration operation of the vehicle is performed. Control device. - 前記電動機の最大出力トルクに基づいて推定される前記フューエルカット電動機駆動制御中に出力可能な最大駆動トルクが運転者により要求される要求駆動トルクよりも大きいことを条件に、前記フューエルカット電動機駆動制御を実行する
ことを特徴とする請求項1に記載の車両用駆動装置の制御装置。 The fuel cut motor drive control is performed on the condition that the maximum drive torque that can be output during the fuel cut motor drive control estimated based on the maximum output torque of the motor is larger than the required drive torque required by the driver. The control device for a vehicle drive device according to claim 1, wherein: - 前記フューエルカット電動機駆動制御の実行開始後に前記エンジンの回転角加速度が予め定められたエンジン回転角加速度判定値以下になった場合に、該フューエルカット電動機駆動制御を終了する
ことを特徴とする請求項1又は2に記載の車両用駆動装置の制御装置。 The fuel cut motor drive control is terminated when the rotation angular acceleration of the engine falls below a predetermined engine rotation angular acceleration determination value after the execution of the fuel cut motor drive control is started. 3. A control device for a vehicle drive device according to 1 or 2. - 前記車両用駆動装置は、前記駆動輪と前記エンジンおよび前記電動機との間に介装された変速機と、該変速機と前記エンジンおよび前記電動機との間に介装された流体伝動装置とを有する
ことを特徴とする請求項1から3の何れか1項に記載の車両用駆動装置の制御装置。 The vehicle drive device includes a transmission interposed between the drive wheel and the engine and the electric motor, and a fluid transmission device interposed between the transmission and the engine and the electric motor. The control device for a vehicle drive device according to any one of claims 1 to 3, further comprising: - 前記流体伝動装置は、該流体伝動装置の入力側回転要素と出力側回転要素とを直結可能なロックアップクラッチを備えており、
該ロックアップクラッチが解放状態またはスリップ状態であるときに前記フューエルカット電動機駆動制御を実行する
ことを特徴とする請求項4に記載の車両用駆動装置の制御装置。 The fluid transmission device includes a lockup clutch capable of directly connecting the input side rotation element and the output side rotation element of the fluid transmission device,
The vehicle drive device control device according to claim 4, wherein the fuel cut motor drive control is executed when the lock-up clutch is in a released state or a slip state. - 前記車両用駆動装置は、前記駆動輪と前記エンジンおよび前記電動機との間に介装された変速機と、該変速機と前記エンジンおよび前記電動機との間に介装された摩擦係合装置とを有する
ことを特徴とする請求項1から3の何れか1項に記載の車両用駆動装置の制御装置。
The vehicle drive device includes a transmission interposed between the drive wheel and the engine and the electric motor, and a friction engagement device interposed between the transmission and the engine and the electric motor. The control device for a vehicle drive device according to any one of claims 1 to 3, characterized by comprising:
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201080069607.5A CN103153737B (en) | 2010-10-14 | 2010-10-14 | Control device for vehicle driving system |
EP10858405.3A EP2628648B1 (en) | 2010-10-14 | 2010-10-14 | Control device for vehicle driving system |
PCT/JP2010/068058 WO2012049754A1 (en) | 2010-10-14 | 2010-10-14 | Control device for vehicle driving system |
US13/879,314 US8900093B2 (en) | 2010-10-14 | 2010-10-14 | Control device of vehicle drive device |
JP2012538508A JP5505510B2 (en) | 2010-10-14 | 2010-10-14 | Control device for vehicle drive device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2010/068058 WO2012049754A1 (en) | 2010-10-14 | 2010-10-14 | Control device for vehicle driving system |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2012049754A1 true WO2012049754A1 (en) | 2012-04-19 |
Family
ID=45938003
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/068058 WO2012049754A1 (en) | 2010-10-14 | 2010-10-14 | Control device for vehicle driving system |
Country Status (5)
Country | Link |
---|---|
US (1) | US8900093B2 (en) |
EP (1) | EP2628648B1 (en) |
JP (1) | JP5505510B2 (en) |
CN (1) | CN103153737B (en) |
WO (1) | WO2012049754A1 (en) |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2014170948A1 (en) * | 2013-04-15 | 2014-10-23 | トヨタ自動車株式会社 | Control device for hybrid vehicles |
US10240667B2 (en) * | 2013-12-09 | 2019-03-26 | Schaeffler Technologies AG & Co. KG | CVT drive train |
US10315506B2 (en) * | 2013-12-13 | 2019-06-11 | Ford Global Technologies, Llc | Selective shift transmission initial gear determination |
US9523428B2 (en) * | 2014-02-12 | 2016-12-20 | Toyota Motor Engineering & Manufacturing North America, Inc. | System and method for shift restraint control |
GB2542171B (en) | 2015-09-10 | 2018-05-09 | Ford Global Tech Llc | Improvements in or relating to creep torque |
DE102015225608A1 (en) * | 2015-12-17 | 2017-06-22 | Robert Bosch Gmbh | Method for automated Ankriechen a motor vehicle |
US10703354B2 (en) * | 2018-05-18 | 2020-07-07 | Ford Global Technologies, Llc | Vehicle transmission operation |
KR102621540B1 (en) * | 2018-12-06 | 2024-01-04 | 현대자동차주식회사 | Method for automatically generating APS MAP |
US11359571B2 (en) | 2019-12-05 | 2022-06-14 | Wen-Yi Wu | Device and method for inhibiting unintended vehicle acceleration |
CN113250833B (en) * | 2021-05-29 | 2022-06-10 | 奇瑞汽车股份有限公司 | Engine fuel cut-off control method for vehicle sliding stage |
CN114435099A (en) * | 2022-01-20 | 2022-05-06 | 恒大恒驰新能源汽车研究院(上海)有限公司 | Vehicle and electric drive system thereof |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002213279A (en) | 2001-01-17 | 2002-07-31 | Toyota Motor Corp | Start controller for internal combustion engine |
JP2008213565A (en) * | 2007-03-01 | 2008-09-18 | Hino Motors Ltd | Hybrid vehicle and its control method |
JP2008213720A (en) * | 2007-03-06 | 2008-09-18 | Hino Motors Ltd | Hybrid vehicle |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4021677A (en) * | 1975-03-03 | 1977-05-03 | Petro-Electric Motors, Ltd. | Hybrid power system |
JP2946881B2 (en) * | 1991-11-11 | 1999-09-06 | トヨタ自動車株式会社 | Throttle valve control device for internal combustion engine |
EP1346870B1 (en) * | 1998-04-17 | 2005-07-20 | Toyota Jidosha Kabushiki Kaisha | Control device for restarting engine of vehicle |
DE102004032173B4 (en) * | 2004-07-02 | 2015-07-30 | Volkswagen Ag | Method for operating a hybrid motor vehicle |
JP4156583B2 (en) | 2004-11-30 | 2008-09-24 | 本田技研工業株式会社 | Control device for hybrid vehicle |
JP5028353B2 (en) * | 2008-07-31 | 2012-09-19 | 日立オートモティブシステムズ株式会社 | Engine control device |
JP5131153B2 (en) * | 2008-10-28 | 2013-01-30 | アイシン・エィ・ダブリュ株式会社 | Vehicle drive device |
-
2010
- 2010-10-14 EP EP10858405.3A patent/EP2628648B1/en not_active Not-in-force
- 2010-10-14 WO PCT/JP2010/068058 patent/WO2012049754A1/en active Application Filing
- 2010-10-14 CN CN201080069607.5A patent/CN103153737B/en not_active Expired - Fee Related
- 2010-10-14 US US13/879,314 patent/US8900093B2/en not_active Expired - Fee Related
- 2010-10-14 JP JP2012538508A patent/JP5505510B2/en not_active Expired - Fee Related
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002213279A (en) | 2001-01-17 | 2002-07-31 | Toyota Motor Corp | Start controller for internal combustion engine |
JP2008213565A (en) * | 2007-03-01 | 2008-09-18 | Hino Motors Ltd | Hybrid vehicle and its control method |
JP2008213720A (en) * | 2007-03-06 | 2008-09-18 | Hino Motors Ltd | Hybrid vehicle |
Also Published As
Publication number | Publication date |
---|---|
JP5505510B2 (en) | 2014-05-28 |
US8900093B2 (en) | 2014-12-02 |
JPWO2012049754A1 (en) | 2014-02-24 |
EP2628648A4 (en) | 2015-04-15 |
EP2628648A1 (en) | 2013-08-21 |
EP2628648A8 (en) | 2013-12-18 |
US20130196816A1 (en) | 2013-08-01 |
CN103153737A (en) | 2013-06-12 |
EP2628648B1 (en) | 2016-08-10 |
CN103153737B (en) | 2015-03-11 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5505510B2 (en) | Control device for vehicle drive device | |
US8882632B2 (en) | Control device of vehicle power transmission device | |
JP3915698B2 (en) | Control device for hybrid vehicle | |
JP4900292B2 (en) | Control device for vehicle drive device | |
JP4998098B2 (en) | Control device for drive device for hybrid vehicle | |
WO2010058470A1 (en) | Controller of power transmission device for vehicle | |
JP7120035B2 (en) | Vehicle transmission control device | |
WO2012053116A1 (en) | Control device for vehicle drive apparatus | |
JP2004215404A (en) | Controller for vehicle | |
JP2014104776A (en) | Control unit of hybrid vehicle | |
US10654353B2 (en) | Vehicle, and method of controlling vehicle | |
WO2014167681A1 (en) | Device for controlling hybrid vehicle | |
JP2007191018A (en) | Vehicle driving device | |
JP2012035692A (en) | Engine start control device for vehicle | |
JP6098395B2 (en) | Control device for hybrid vehicle | |
JP4222309B2 (en) | Vehicle control device | |
JP5842661B2 (en) | Power transmission device for vehicle | |
JP3856012B2 (en) | Control device for variable cylinder engine and control device for vehicle | |
JP2012086763A (en) | Control device of power transmission device for vehicle | |
JP2005127332A (en) | Controller of vehicle having a plurality of prime movers | |
JP2013067241A (en) | Driving device of hybrid vehicle | |
JP2005029162A (en) | Vehicular control device with plurality of prime movers | |
JP2012096667A (en) | Vehicle drive control device | |
JP4059237B2 (en) | Control device for vehicle drive device | |
JP2009264481A (en) | Control device for vehicle drive mechanism |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201080069607.5 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10858405 Country of ref document: EP Kind code of ref document: A1 |
|
DPE1 | Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101) | ||
ENP | Entry into the national phase |
Ref document number: 2012538508 Country of ref document: JP Kind code of ref document: A |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13879314 Country of ref document: US |
|
REEP | Request for entry into the european phase |
Ref document number: 2010858405 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2010858405 Country of ref document: EP |